А.Шепс Самолеты Первой мировой войны. Страны Антанты

SPAD S.XIII C1 1917 г.

   Эта машина стала лучшим французским истребителем Первой мировой войны и одной из лучших машин этого класса вообще.
   Конструктивно машина незначительно отличалась от самолета S.VII C1. В основном изменения коснулись винтомоторной установки и крыла. Крыло имело более толстый профиль и больший шаг нервюр. Размах верхнего крыла был увеличен на 0,26 м, а нижнего - на 0,15 м. Фюзеляж стал длиннее на 0,14 м. Незначительно увеличилась и хорда крыла. Небольшие изменения коснулись
оперения. В основном это было связано с увеличением площади рулевых поверхностей.
   Нa самолет устанавливался двигатель "Испано-Сьюиза" HS-8 Be (220 л. с.), а позднее HS-8 BEe (235 л. с.). Всего построено 8472 S.XIII C1, в том числе 1411 основной фирмой, 361 - фирмой А.С.V., 1750 - фирмой "Адольф Бернар", 2300 - фирмой "Блерио Аэронаутике", 300 - фирмой "Сосьете Анониме дес Эстеблиссимент Борель", 1280 - фирмой "Келлкер эт сес Филс", 340 - фирмой "Пьер Левассор", 700 - "Сосьете дес Этаблиссимент Ньюпор" и т. д.
   Машины этого типа поступили в эскадрильи французских ВВС в середине 1917 года, к концу того же года - в подразделения Royal Air Force, авиацию русской армии, бельгийские и итальянские ВВС, а в 1918 году - в эскадрильи Американского экспедиционного корпуса. В конце 1917 года SPAD S.VII и S.XIII получили португальские экспедиционные силы. На итальянско-австрийском фронте на S.XIII воевали несколько японских летчиков.
   SPADы после войны купили ВВС Румынии, Югославии, Бразилии. Один SPAD. S.VII C1 завода "Дукс" попал в финские ВВС. Попали они в иранские, турецкие, греческие и таиландские военно-воздушные силы. SPAD S.VII и S.XIII служили в ВВС Польши и Чехословакии.
  
  
ЛЕТНО-ТЕХНИЧЕСКИЕ ХАРАКТЕРИСТИКИ
  
   S.XIII С1 1917г.
   Размах, м 8,08/7,72
   Длина, м 6,25
   Высота, м 2,40
   Площадь крыла, кв.м 20,2
   Сухой вес, кг 601
   Взлетный вес, кг 856
   Двигатель: HS-8Be
   мощность, л. с. 220
   Скорость максимальная, км/ч 220
   Скорость подъема на высоту
   2000 м, мин.сек 4,40
   Дальность полета, км 430
   Потолок, м 6850
   Экипаж, чел. 1
   Вооружение 2 пулемета

В.Шавров История конструкций самолетов в СССР до 1938 г.

"Спад-XIII" - размерами чуть больше предыдущего, двигатель - "Испано-Сюиза" в 200 л. с., конструкция та же, но введен ряд усилений. Вооружение - два синхронных пулемета. Внешне отличался от самолетов типа VII открытым спереди радиатором с жалюзи. Самолет был в единичных экземплярах.


Самолет||
Год выпуска||1917
Двигатель , марка||
   мощность, л. с.||200
Длина самолета, м||6,2
Размах крыла, м||8
Площадь крыла, м2||20,2
Масса пустого, кг||660
Масса топлива+ масла, кг||110
Масса полной нагрузки, кг||260
Полетная масса, кг||920
Удельная нагрузка на крыло, кг/м2||44
Удельная нагрузка на мощность, кг/лс||4,6
Весовая отдача,%||28
Скорость максимальная у земли, км/ч||208
Время набора высоты||
   1000м, мин||2,3
   2000м, мин||5,3
   3000м, мин||8
Потолок практический, м||6500
Продолжительность полета, ч.||2

J.Davilla, A.Soltan French Aircraft of the First World War (Flying Machines)

SPAD 13

  The SPAD 7 was a successful fighter but was regarded as inadequately armed because it carried only a single machine gun. The better-armed SPAD 12 proved to be too difficult for the average fighter pilot and, clearly another solution was needed.
  The answer appeared in the form of the SPAD 13, which appears to have been under development in early 1917. The prototype (S.392) flew in April 1917 at Buc. Extensive tests at Villacoublay seemed to have been completed without difficulty, the main complaint being the limited view from the cockpit.
  The armament was two 7.65-mm Vickers machine guns. The added weight required a more powerful engine, and the one chosen was the 200-hp Hispano 8Ba, a version of which had powered the SPAD 12. In keeping with its new engine and increased armament, the SPAD 13 was larger than the SPAD 7. The SPAD 13 retained the characteristic SPAD single-bay bracing with intermediate struts. The cabane struts were staggered but the wings were not. To accommodate the new engine, the cowling was more tapered and teardrop cylinder fairings (which had been eliminated entirely in the SPAD 12) were more prominent than those on the SPAD 7. The fin, rudder, and tailplanes were more rounded on the SPAD 13 than on the SPAD 7. The ailerons were inversely tapered.
  It was hoped that the new SPAD would be in widespread service with front-line escadrilles by mid-1917, and the firm had built 20 pre-production planes instead of a single prototype. Unfortunately, the SPAD 13's introduction to operational service was delayed by difficulties with the new engine, and it did not begin to replace the SPAD 7 until 1918. Although an initial batch of 250 was ordered by the STAe, by December 1917 only 131 had been delivered. It was hoped that 2,230 would be delivered by 31 March 1918; but only 764 were ready for service on that date.
  There were many reasons why the SPAD firm was unable to meet the initial production goals, but the main difficulty seems to have stemmed from the Hispano 8B. The SPAD 11s had suffered from poor engine serviceability (which grounded the aircraft two-thirds of the time) and, similarly, the geared Hispano engine was causing difficulties with the SPAD 13s. Most of the problems seemed to be caused by the reduction gearing. These difficulties were secondary to excessive engine vibration and inadequate lubrication. Relatively "quick" fixes were used to solve these problems: the camshaft covers were stayed to decrease vibration, and the pipe from the oil tank to the oil pump was enlarged. Attempts were made to fit a SPAD 13 with a 200-hp Renault 8Gd engine but nothing seems to have come of this.
  Other problems came from the main fuel tank, in which bulging occurred because of over-pressure. A change in the pressure relief and a gauge to monitor fuel pressure helped to correct this problem. Other changes included partitioning the fuel tank and giving each compartment its own fuel line. This helped to prevent the interruption of fuel flow when the aircraft was dived or climbed. The radiators used on the SPAD 13 were prone to leakage. The radiator was bolted to the front of the fuselage and, secondary to the previously mentioned problems with engine vibration, leaks developed at the attachment sites, tubes, and the central grill. The problem was eventually corrected by replacing all the radiators with new strengthened ones. Further, an STAe document dated 1 October 1918 noted that the radiator attachment sites were changed to allow more freedom of movement and thus prevent component failure secondary to stress. The replacements were made when the aircraft underwent servicing.
  Other changes included revising the wing tips from the rounded configuration to a more squared-off layout. This improved handling by increasing the surface area of the wings and ailerons. It may have been because of the pressing need for putting the SPAD 13s into service (the formidable Fokker D.VII having begun to appear during the spring of 1918) that yet another "quick" fix was devised. Two pieces of three-ply in the shape of a triangle were slipped over the rounded wing tips and laced onto the wing. An RFC report noted that this modification should not be carried out on British aircraft because should the tips break off the aileron could be damaged or jammed. These tips were introduced in the winter of 1918. Several hundred SPADs with rounded tips were built before production changed to SPAD 13s with square tips. A GQG memo of 11 January 1918 warned all SPAD units to watch for damage to or failure of the wing tips. Most of this surveillance was to be carried out at the RGA.
  Another modification to existing SPAD 13s was the fitting of a wooden fairing to the drag wire extending from the forward center-section strut to the upper longeron on each side. In addition to these changes, the cooling louvers were replaced by screens to facilitate cooling.
  Production of the SPAD 13 was hampered by the problems already mentioned. Aircraft at the front numbered 17 in August and 764 in October 1918. Manufacturers and estimated production were: SPAD (1,141), A.C.M. de Colombes (361), Adolphe Bernard (1,750), Bleriot (2,300), Borel (300), Kellner (1,280), Levasseur (340): Nieuport (700), and Societe Anonyme Frangaise de Construction Aeronautiques (300), giving a total of 8,472.
  The Kellner aircraft were noted in a GQG memo dated 18 August 1918 as having errors in the rigging requiring modification in the field. Numerous failures of the rigging turnbuckles were also noted, requiring them to be replaced in the field. The rigging wires were said to be weak, and in April 1918 units were advised to replace them.


Variants

   1. At least one SPAD 13 was fitted with the Rateau supercharger. This aircraft, S.706, had the supercharger placed behind the pilot's seat and cooling louvers were placed around the fuselage sides and rear to help dissipate the heat from it. It has been reported that the plane with this installation was actually inferior to the standard SPAD 13 and further development was not pursued.
   2. In late 1917 another attempt was made to fit the SPAD 13 with a more powerful engine, in this case a 300-hp Hispano-Suiza 8Fb. A cannon-equipped version of the engine (designated as the Hispano-Suiza 8G) underwent testing in September 1918, but development was apparently abandoned in favor of the SPAD 20. Neither of the reengined SPAD 13s were developed further. Bechereau later designed a fighter using the 300-hp Hispano-Suiza 8Fb which became the SPAD 17.


Operational Service

Army Cooperation

  Although best remembered for its service with the Groupes de Combat, a large number of the SPAD 13 escadrilles were assigned directly to Armee units. These escadrilles were used for reconnaissance, light attack, and escort for reconnaissance and bomber units. Reconnaissance missions sometimes ranged as deep as 60 kilometers behind enemy lines. In addition to these duties, the destruction of enemy balloons still had high priority, as did attacking German aircraft and strafing enemy troop concentrations. The SPAD 13s also flew bombing missions. For example, on 22 October 1918 SPA 49 (attached to the 7th Armee), bombed the train station at Freiburg. When fitted with cameras the SPAD 13 could be used for high-speed reconnaissance. SPA 38, for example, flew a large number of reconnaissance missions for the 4th Armee in the Champagne sector during 1918. SPA 62 (attached to the 6th Armee) was used to locate one of the huge guns which was shelling Paris. SPA 49 flew as far as 200 kilometers behind enemy lines and took 6,000 photographs during September 1918 alone.
  SPAD 13s also saw service with the French escadrilles sent to Serbia, Greece, Italy, and possibly Russia (although the latter probably used only SPAD 7s). They were also employed by units assigned to the D.C.A. to protect French cities from German bombers. These units, numbered in the 300 series, also were employed in combat in the vicinity of the cities they were assigned to protect.

Groupes de Combat

  The SPAD 13 equipped 90 fighter escadrilles, or nearly every fighter unit in 1918 (except for the one unit with Hanriot HD.3s and those flying Caudron R.11 escort fighters). Most SPAD units served with the Groupes d'Combat, in which several escadrilles were joined as a highly mobile force to provide air support over selected areas of the front. The GC units were usually sent to areas where offensives were planned or under way. In addition to destroying German fighters and reconnaissance planes, the Groupes d'Combat were tasked with the destruction of enemy balloons. These were often more difficult to attack than aircraft because they were well protected by antiaircraft artillery. Despite the danger, many SPAD units became proficient at destroying balloons. SPA 77 alone destroyed 22 balloons.
  In the final months of the war the SPAD units flew extensive ground-attack missions. The units of GC 15, for example, were used for ground attack during the fighting around the Marne from 18 July to 4 August.
  Of course, it is in its primary mission of air-to-air combat that the SPAD 13 will be best remembered. The aircraft was flown by such famous aces as Guynemer, Fonck, and Nungesser, to name but a few. As a fighter, the SPAD 13 was more than a match for the Albatros and Pfalz fighters in service during 1917. However, the appearance of the Fokker D.VII was the beginning of the end for the SPAD 13's mastery of the air. A British report dated 3 October 1918 notes that "the 200-hp Hispano-Suiza SPADs are becoming more outclassed every day. Their visibility is bad and their climbing powers are insufficient." Nevertheless, the SPAD 13s remained in service until 1923.

Postwar Service

  Groupes d'Combat GC 11, GC 14, GC 16, GC 20, GC 21, GC 22, and GC 23 were disbanded in 1919. The remaining GC units were assigned to Groupement de Chasse 1; GC 15 (1er Groupe), GC 18 (2e Groupe), GC 19 (3e Groupe), and Groupement de Chasse 2; GC 12 (1er Groupe), GC 13 (2e Groupe), and GC 17 (3e Groupe).
  By 1920 many of the SPA escadrilles had also been disbanded. Those that remained were reorganized. They were:
   1er GC, 101e Escadrille (SPA 37, SPA 3, SPA 96); 102e Escadrille (SPA 81, SPA 26, SPA 97); 103e Escadrille (SPA 93, SPA 103, SPA 102).
   2er GC, 104e Escadrille (SPA 31, SPA 15, SPA 69); 105e Escadrille (SPA 48, SPA 65, SPA 88); 106e Escadrille (SPA 94, SPA 84, SPA 49).
   3er GC, 107e Escadrille (SPA 73, SPA 57, SPA 67); 108e Escadrille (SPA 95, SPA 77); 109e Escadrille (SPA 62, HD 174).
  By January 1920 there were a total of 25 fighter escadrilles, all but one being SPAD units. In addition to those listed above there were four SPA escadrilles still in existence after the war. SPA 124 became the 10th Escadrille of the 2nd RAC on 1 January, 1920. The other SPA 124 (the Lafayette Escadrille or 103rd Aero Squadron) became the 7th Escadrille of the 35th RAO in 1920. SPA 162 became the 8th Escadrille of the 3rd RAC on 1 January, 1920. SPA 507 became the 9th Escadrille of the 3rd RAC on 1 January, 1920.
  The SPAD 13 remained in service as late as 1923. However, as the new SPAD 20, Nieuport 29, and Gourdou-Leseurre C1 became available the SPAD 1 3s were replaced in front-line service.


Foreign Service

Argentina
  Argentina purchased two SPAD 13s after the war. In 1919 these were assigned to the Escuela de Aviacion Militar, later redesignated Grupo de Aviacion 1.

Belgium
  Thirty-seven SPAD 13s were purchased by Belgium from France in 1918. They were given serials S1 to S37 and arrived in March 1918. They were assigned to the 10th Escadrille to allow that unit to replace its SPAD 7s. Postwar, an additional order for a number of SPAD 13s was placed. These were assigned to the 3rd, 4th, and 10th Escadrilles. They were replaced in the early 1920s by Nieuport 29s.

Brazil
  Brazil obtained SPAD 13s in 1920, given serial numbers 2952-2961 and 2971-2980. They were assigned to the Escola de Aviacao Militar at Campo dos Afonsos. Nine were assigned to the 1st Esquadrilha de Caca when that unit was established in 1922. By 1928 the SPAD 13s had been struck off charge.

Czechoslovakia
  Fifty SPAD 7s and 13s were obtained by Czechoslovakia after the war. SPAD 13s were initially labeled SPAD 11s, but later were redesignated B-21s. SPAD 13s were assigned to in 1919 to Letecke Sklady (at Praha), and in 1923 to 32 and 34 Stihaci Rota (Praha-Kbely), 33 Stihaci Rota (Olomouc), and 31 Stihaci Rota (Nitra). They were withdrawn in 1924.

Greece
  By the end of 1918 the Greek 531 Mira had received eight SPAD 13s. The unit was disbanded in 1919 and many of its aircraft were sent to the 534 Mira, which was based at Salunica-Lebet. It had been planned to send 534 Mira to support the White Russians. However, only one SPAD 13 was sent before the expedition was abandoned. It appears that 532 Mira also had some SPAD 13s on strength.
  During the Greco-Turkish War only one SPAD-equipped unit saw active service - 534 Mira, re-designated B Squadron. The other SPAD-equipped unit was 532 Mira, re-designated A Squadron. It, however, remained in Greece until 1921. By 1923 the SPAD 13s were barely air worthy and had been replaced by Gloster Nighthawks.

Italy
  Although the SPAD 7 had not been a great success in Italian service, the Italians arranged to import several SPAD 13s. It may have been felt that the twin guns would offset the biggest complaint about the SPAD 7, that its armament was inadequate.
  Among the first units to be equipped with the SPAD 13 were the only two squadriglias still using SPAD 7s: 77a and 91a.
  In 1918 the following units had SPAD 13s on strength:
   10 Gruppo (Supreme Command): 70a Squadriglia.
   17 Gruppo: 71a, 77a, and 91a Squadriglias.
  As of October 1918 there were 48 SPAD fighters on strength, including both SPAD 7s and 13s. By January 1923 only two units were still using SPAD 13s:
   13 Gruppo: 78a Squadriglia.
   23 Gruppo: 91a Squadriglia.
  By the end of 1923 the following units had converted to SPAD 7/13s: 6 Gruppo: 72a and 76a Squadriglias. In 1925 the number of squadriglias equipped with SPAD 13s was at its peak with eight units:
   13 Gruppo: 77a, 78a, and 82a Squadriglias.
   17 Gruppo: 83a Squadriglia.
   23 Gruppo: 74a, 75a, 76a, 91a Squadriglias.
  The new Nieuport 29 now began to replace the SPAD 13s. In 1925 Squadriglias 74a, 75a, 76a, and 91a all changed from SPAD 13s to Nieuport 29s. Four units still had SPAD 13s on strength:
   6 Gruppo: 81a Squadriglia.
   13 Gruppo: 78a and 82a Squadriglias.
   17 Gruppo: 83a Squadriglia.
  By 1926 there were only two units using SPAD 13s; Nos. 78a and 82a Squadriglias. Both were assigned to 13 Gruppo.
  By 1927 both 78a and 82a Squadriglias had re-equipped with Fiat CR.1s. Although the last SPAD 13 had been retired from front-line service with the Regia Aeronautica, some would continue to serve with training units.

Japan
  The SPAD 13 was selected by the Japanese army air service for front-line service. Originally, 40 were imported to Japan by the French military mission. The French instructed the Japanese pilots in advanced aerobatics. In December 1920 the SPAD 13 was officially adopted by the army and given the designation Hei 1.
  The SPAD 13s equipped the Japanese army fighter squadrons (which consisted of three squadrons assembled into one battalion) and several squadrons divided among four "mixed" battalions. The SPAD 13s were subsequently replaced by Nieuport 29s.
  Katsunami Ishibashi, a famous civilian pilot, bought three SPAD 13s after the war, but they were destroyed in a hangar fire. He then built a racing aircraft from the salvaged parts and equipped it with a 180-hp Hispano-Suiza engine.

Poland
  The fledgling Polish air service used a number of SPAD 13s. The 2nd Polish Combat Unit was formed in December 1917 and was equipped with either SPAD 7s or 13s. The unit was based at Kanev and was soon captured by the Germans.
  In May 1919 the French sent SPAD 13s to the Poles when SPA 162 was redesignated the Polish 19th Squadron. An additional 40 SPADs were later ordered from the French.
  The 19th Squadron had ten SPAD 13s in September 1920. The unit was based at Warsaw and was active on the northeast front from April to October 1920 during the Polish-Soviet War. In 1921 the 19th Squadron was incorporated into the 18th Fighter Squadron.
  The 18th Fighter Squadron, using SPAD 13s absorbed from the 19th, was based at Deblin. The unit was assigned to the 1st Dyon based at Warsaw. Later, the 19th Fighter Squadron was attached to the 3rd Fighter Dyon. At the time of the cease-fire in the Polish-Soviet War, the unit was based at Grudziadz.
  The 14th Fighter Squadron was equipped with ten SPAD 13s in July 1919. By March 1920 the unit had given them up for Fokker D.VIIs.

Russia
  It seems that the French need for SPAD 13s and the beginning of the Russian revolution resulted in no SPAD 13s being used by the Imperial Russian Air Service. A single SPAD 13 was obtained for evaluation but is unclear if this was sent from France or was captured during the Polish-Soviet War.

Siam
  Several SPAD 13s were purchased by Siam in 1920. They made a number of air mail flights on an experimental basis. In 1920 the SPAD 13s, along with Nieuport 29s, were front-line fighters for the Royal Siamese Aeronautical Service and equipped the 1st Pursuit Group. They appear to have remained in service as late as 1930.

Spain
  A small number of SPAD 13s were obtained by Spain, probably in 1921. By 1922 they were based at Los Alcazares and used as advanced trainers for fighter pilots. Three participated in air races at Valencia.

Turkey
  Several SPAD 13s were obtained by the Turkish air service after the war. They saw service in Asia Minor in the war against the Greeks.

United Kingdom
  A SPAD 13 was examined by a representative of the RFC in late April 1917, resulting in a single example (S.498) being purchased and sent to No.2 Aircraft Depot at Candas in June 1917. Allotted the RFC serial B 3479, it was tested extensively and found to be markedly superior to other fighters in RFC service. The aircraft was subsequently sent to No. 19 Squadron and four victories were recorded on it. It was later sent to No.23 Squadron, where it survived until March 1918, when it was struck off charge.
  The aircraft's performance had proven sufficiently impressive for the RFC to issue an order for 60 SPAD 13s from the Kellner firm. The first were delivered in November 1917. Production delays caused by shortages of aluminum and fabric resulted in the last not being delivered until late March 1918. These aircraft featured the rounded wing tips, although some were later modified to have the squared-off edges. It appears from RFC records that only No.23 Squadron used the SPAD 13 in any numbers. The squadron was not completely re-equipped with Sopwith Dolphins until 4 May 1918, when it finally gave up its last SPAD 13. The unit was active in the Battles of Arras, Messines Ridge, and the Third Battle of Ypres, its SPAD 13s being used for fighter, ground attack, and wireless interruption flights. No. 19 Squadron may also have received some SPAD 13s to supplement its SPAD 7s.

United States
  The Bolling Commission had recommended that the United States standardize its fighter production on the SPAD 13. However, all 893 SPAD 13s obtained during the war came from France or Britain. The Curtiss company had contracted to produce 2,000, but these were later canceled. Production delays resulted in the Americans using Nieuport 28s and even SPAD 7s. When the SPAD 13s did arrive there were many pilots who expressed a preference for the more agile Nieuports. According to the 22nd Aero Squadron's historian, the SPAD 13s were found to have leaky tanks, broken water pumps, clogged water systems, fouled carburetors, shorting magnetos, broken gun gears, and even inaccurate rigging. These problems were gradually overcome and the United States became the largest foreign user of the SPAD 13. In the field many of the U.S. SPAD 13s were fitted with Marlin machine guns. Most American fighter units began to receive the SPAD 13s in July 1918.
  Postwar, many of the SPAD 13s were sent to the United States. Relegated to training duties, many of them were equipped with 180-hp Wright-Hispano-Suiza Es. These aircraft, designated SPAD 13Es, had a revised radiator and nose contour.
  The 1st Pursuit Group (27th, 94th, 95th, and 147th Pursuit Squadrons) was assigned to the 8th Corps Area at Kelly Field in 1920. It was equipped with the S.E.5a supplemented by SPAD 13s withdrawn from storage as the British aircraft were destroyed or damaged in accidents. The 1st Pursuit Group moved to Ellington Field in Texas on 1 July 1921 and then to Selfridge Field on 1 July 1922. Its squadrons used the SPAD 13s until they were replaced by Boeing-built MB-3As.

Uruguay
  Eight SPAD 13s were purchased by Uruguay in 1917. They were based at Pazo de Mendoza. The first operational unit, the Escuadrilla de Caza, was formed with two SPAD 13s in January 1924.


SPAD 13 Single-Seat Fighter with 200-hp Hispano-Suiza 8Ba, 8Bb, or 8Bd
   Span 8.25 m (later SPAD 13s had span of 8.08 m); length 6.25 m; height 2.60 m, wing area 2.11 sq. m (later SPAD 13s had an area of 20.2 sq. m)
   Maximum speed:
1,000 m 211 km/h
2,000 m 208.5 km/h
3,000 m 205.5 km/h
4,000 m 201 km/h
5,000 m 190 km/h
   Climb:
1,000 m 2 minutes 20 seconds
2,000 m 5 minutes 17 seconds
3,000 m 8 minutes 45 seconds
4,000 m 13 minutes 5 seconds
5,000 m 20 minutes 10 seconds
   Ceiling 6,800 m; endurance 2 hours
   Armament: two 7.65-mm Vickers machine guns: in U.S. service two 0.303-inch Marlin machine guns; four 25-lb Cooper bombs
   Production totals given for SPAD 13s range from 7,300 to 8,472

SPAD 13 Single-Seat Fighter with 220-hp Hispano-Suiza 8Bc or 8Be
   Span 8.25 m (later SPAD 13s had span of 8.08); length 6.25 m; height 2.60 m, wing area 21.11 sq. m (later SPAD 13s had an area of 20.20 sq. m)
   Empty weight 601.5 kg; loaded weight 856.5 kg
   Maximum speed: 218 km/h at 2,000 m; climb to 2,000 m in 4.67 minutes; ceiling 6,800 m; endurance 1.67 hours
   Armament: two 7.65-mm Vickers machine guns

SPAD 13 Single-Seat Fighter with Supercharged Hispano-Suiza
   Span 8.20 m; length 6.30 m; height 2.30 m; wing area 20 sq. m
   Empty weight 599 kg; loaded weight 856 kg
   Maximum speed: 225 km/h; climb to 2,000 m in 4 minutes 40 seconds; ceiling 7,000 m
   One built

W.Green, G.Swanborough The Complete Book of Fighters

SPAD S.XIII France

   The combat inadequacies of the S.VII led to substantial revision of the basic design to accept the 200 hp Hispano-Suiza 8B engine and paired synchronised 7,7 mm Vickers machine guns. Designated S.XIII (Spa.XIII Cl), the new fighter embodied many features of the S.VII, notably the single-bay interplane bracing with intermediate struts, rod-and-crank aileron actuation and circular radiator cowling. It bore a close family resemblance to the S.XII, but was, in fact, a completely separate and structurally different aircraft. All major dimensions were larger than those of the S.VII, and an initial batch of 20 S.XIIIs was under construction in February 1917. The Aviation Militaire had 372 S.XIIIs on strength by 1 April 1918. Orders placed with the parent company and eight other contractors (ACM de Colombes, Bernard, Bleriot, Borel, Kellner, Levasseur, Nieuport and S.C.A.) were eventually to exceed 8,470 aircraft, but it seems unlikely that more than 7,300 were completed. In service, the S.XIII was handicapped by the several shortcomings of the geared engine, but saw widespread service. As at 1 October 1918, 764 S.XIIIs were with operational units of the Aviation Militaire, and the RFC received 61 Kellner-built examples between November 1917 and April 1918. Others went to Italian, Belgian and US fighter units, and later production aircraft had modified wings with blunt tips and the 220 hp Hispano-Suiza 8Bc, 8Bd or 8Be. The S.XIII remained in French service until 1923. The following data relate to the 220 hp S.XIII.

Max speed, 135 mph (218 km/h) at 6,560 ft (2 000 m).
Time to 6,560 ft (2 000 m), 4.67 min.
Endurance, 1.67 hrs.
Empty weight, 1,326 lb (601 kg).
Loaded weight, 1,888 lb (856 kg).
Span, 27 ft 1 in (8,25 m) and later 26 ft 6 in (8,08 m).
Length, 20 ft 6 in (6,25 m).
Height, 8 ft 6 1/2 in (2,60m).
Wing area, 227.23 sqft (21,11 m2) and later 217.44 sqft (20,20 m2).

G.Swanborough, P.Bowers United States Military Aircraft Since 1909 (Putnam)

SPAD XIII
   The Spad XIII C-1 was a direct development of the single-gun 150 h.p. Spad VII of 1916, and was one of the European designs selected by the famous Bolling Commission for mass production in the United States. Orders for 2,000 to be built by Curtiss were cancelled and all of the 893 XIIIs delivered to the A.E.F. were procured from the French. A number of XIIIs were fitted with fixed aerial cameras for photo missions.
   Principal differences from the Spad VII were the use of the 220-h.p. geared Hispano engine, twin guns, and a general beefing up along with improved streamlining and rounded wingtips.
   Significant numbers of XIIIs were shipped to the U.S. after the Armistice and served for a while as first line fighter equipment. They were soon relegated to training duties and the troublesome 220-h.p. Hispano was replaced by an ungeared 180-h.p. Wright-Hispano E. The lower thrust line of the direct-drive engine necessitated a new and revised radiator and nose design. This was the principal recognition feature of the redesignated Spad 13E of 1923 (23-938/948).
   Span, 26 ft. 4 in.; length, 20 ft. 4 in.; wing area, 227 sq. ft.; gross weight, 1,811 lb.; high speed, 138 m.p.h.

R.Mikesh, A.Shorzoe Japanese Aircraft, 1910-1941 (Putnam)

Ishibashi SPAD XIII Racing Aircraft

   In an effort to make good some of the loss of the three SPAD XIIIs, Ishibashi built a Japanese version of the type by using salvaged parts and making new parts and structures from manufacturing drawings. Assisting him were his engineer Tsuruzo Takeda and apprentice Ryo Kitazato. Unable to replace the 220hp Hispano-Suiza engine, he bought a 180hp Hispano from Sale & Frazar Ltd as a substitute. A larger fuel tank was installed in the under-fuselage of this single-seat aeroplane to extend the range for his planned competitions. This gave the aeroplane a much fatter appearance than the standard SPAD XIII.
   Upon completion, Ishibashi entered the Fourth Prize-winning Airmail Flying Contest which was flown between Kanazawa on the central northwest coast and Hiroshima on the southwest coast of Honshu on 3 November, 1921. On the way, he was forced to make an emergency landing at Fukuyama, Hiroshima Prefecture, because of lack of fuel caused by stronger than expected headwinds. A year later, Ishibashi entered his aeroplane in the Tokyo-Osaka Airmail Roundrobin Flight Competition. It demonstrated its superior performance with its high speed capability but lost the first place because of an infringement of the rules.

J.Davilla Italian Aviation in the First World War. Vol.3: Aircraft M-W (A Centennial Perspective on Great War Airplanes 75)

Spad 13

  Although the Spad 7 had not been a great success in Italian service, the Italians arranged to import several Spad 13s. It may have been felt that the twin guns would offset the biggest complaint about the Spad 7, that its armament was inadequate.
  However, as plans to produce the type in Italy were never pursued, France would have to supply them. As a result, there were initially only enough Spad 13s to equip 91a Squadriglia, with small numbers being supplied to other fighter units.
  Among the first units to be equipped with the Spad 13 were the only two squadriglias still using Spad 7s as their main equipment: 77a and 91a.
  In June 1918 27 Spad 7s and 15 Spad 13s were supplied to the operational squadriglias. On 20 October there were 43 Spad 13s available; this represented only 6% of all fighters in service. However, only 16 were serving in combat units:
  70a Squadriglia (X Gruppo) - unknown number
  71a Squadriglia (XVII Gruppo) - 3 Spad 13s
  77a Squadriglia (XVII Gruppo) - 3 Spad 13s
  91a Squadriglia (XVII Gruppo) - 10 Spad 13s
  Depots - 34
  Busto Arsizio and Lonate Pozzolo advanced fighter school and Furbara gunnery school - 1
  Riva di Chieri CFS - 1

  At the end of the war the 91 a had 13 Spads.


Postwar

  There were a significant number of Spad 13 airframes (sans engines) available postwar. This would provide the postwar Aviazione with a steady supply of fighters and allow the number of Spad 13s in service with the Regia Aeronautica to widely exceed the number in service during the First World War.

  By 1927, the last Spad 13 had been retired. Some of the Spads continued to serve with training units.